James h



(No Model.)

J. H. FOGAETY.

STEAM ENGINE.

10.369,511. Patented Sept. 6, 1887.

MW Il UNITED STATES lPATENT @einen JAMES H. FOGARTY, OF NEV YORK, VN. Y.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 369,511, datedSeptember 6I 1887.

Application filed December 6, ISES. Serial No. 220,815,

To all whom. it um?! concern.:

Be it known that I, JAMES H. FoGaR'rv, of N ew York city, in the Stateof New York, have invented a certain new and useful Improvement in Steamand Gas Eng ues, of which the following is a specification.

The improvement relates to the valves and the parts immediately adjacentthereto which control the induction and educti-on of the steam to andfrom the cylinder. I employ two valves, one for each cnd of thecylinder. Each valve serves both to admit and discharge. I have deviseda construction which makes each perfectly balanced both as to thepressure of the steam and the gravity, and which causes all parts to beuniformly treated.

The invention may apply to cylinders already in use, or to new ones madeiu the same manner as heretofore; butI can carry out the invention in adifferent and on some accounts superior manner by constructing thecylinder with special reference thereto.

The accompanying drawings form a part of this specification, andrepresent the invention as applied to a locomotive.

Figure lis a side elevation, partly in section, showing the front end ofa locomotive. The cylinder has been specially constructed with referenceto the application of my invention. Fig. 2 is a corresponding verticalsection, showing a portion on a larger scale. Fig. 3 is a correspondingplan View, partly in horizontal section. Fig. 4 is a vertical sectioncorresponding to Fig. 2, but representing a modification.

Similar letters of reference indicate corresponding parts in all thefigures Where they occur.

A is the framing of the locomotive, and A A. are the slides, whichperform their usual functions of guiding the cross-head. The locornotivcmay have the ordinary boiler, smokepipe, driviug-Wheels, truck, 82o.

B is one ofthe cylinders, containing a reciprocating piston, C,connected by thc pistonrod c to the cross-head, and through the'latterto the cranks on the driving-Wheels, all in the ordinary manner. B isthe steam-chest fixed firmly but removably to the cylinder. It is longerand higher than the ordinary steam-chest, for reasons which willpresently appear.

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D is the ordinary rock-shaft, receiving inotion through a Stevensonlink, E, from eccentrics arranged as usual.

In the interior of the steam-chestisinclosed l a casting, M, whichperforms important func- It is bolted tightly upon the cylinder tions.B, and has two upright cylinders, m m, each having two internalhorizontal grooves or ports, m' m2, extending quite around andcornrnunicating, respectively, with ports b b2, cored in the cylinder B.A piston-valve, P, contracted at its mid-length, but fitting steamtightat its upper and lower ends, plays tight and easy up and down in cachcylinder m. Each piston-valve P connects by a rod, p, knuckle p', linkQ, and knuckle q' with an arm, R?, of a balance-shaft, R, which ismounted in fixed bearings, and receives a rocking motion through anarni, It', and link S, which latter is connected with au arm, D', on therock-shaft D. The port b communicates with the intcrior of the maincylinder B. The port Zf" is .the exhaust-port, and communicates with theatmosphere.

In each piston-valve P are metallic packings P,Whicl1 may be heldoutward either by springs or by the pressure of steam. These packingsare Well known and require no specific description. The ports b' D,which encircle each piston, are bridged across at short intervals byoblique bridges M', which serve an important function in keeping thepackings in place as they slide alternately in one direcion and theother across the ports.

Both the upper and lower ends of each cylinder m are open to thepressure of the steam in the interior of the steam-chest. The live steamtherefore acts with its full force equally against the top and bottomfaces of each piston-valve P. The pressure of the steam is thusperfectly balanced on each piston itself. The gravity of eachpistou-valve is exactly balanced by that of the other, each beingconnected to an equal arm. Il?, on opposite sides of the balance-shaftIt. There is a passage longitudinally through the interior of each valveonly partially obstructed by the valvestem and the transverse pin whichengages it. This passage allows the access of live steam to the interiorof the valve, and insures that all parts are heated up to thetemperature of the live steam.

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The proportions are such that when the link E is by the proper shiftingmechanism (not represented) raised to its highest or depressed to itslowest position, so as to give the greatest rocking motion to therock-shaft It, and consequently the greatest vertical movement to thepistons P, the steam is admitted below one of the piston-valves Pthrough the port m b to ill one end of the main cylinder,while thecorresponding passage at the opposite end is in free communicationthrough the hollow central portion of the opposite piston-valve P andthe exhaust-port b2 with the external atmosphere. As the piston Creciprocates, thebalance piston-valves P P alternately rise andsink anddistribute the steam to the proper end of the cylinder and discharge itfrom the other end. The same effect follows the shifting of the link Ewith this arrangement as with the ordinary slide-valves. The shifting itfrom one extreme to the other reverses the engine. The shifting it fromeither extreme position to one of the intermediate positions reduces themotion of the piston-valves P, so as to cut off the admission oflivesteam and cushion the exhaust-stean'i. The effect is the same as withthe hollow-throated slide-valve ordinarily employed on locomotives, butwith all sides of the cylinder m completely immersed in the live steam,and also the valve traversed by and thoroughly heated by the same, sothat all parts are fully up to the teniperature of the live steam, thepressure of the steam and also the gravity of the valves ball anced.

Little inconvenience or loss of effect is found to result underlfavorable conditions from the space involved in the valve-passages; butunv der other conditions such space is objectionable. The constructionshown in these figures involves somewhat less space in thevalve-passages than that in the ordinary locomotive.

Fig. 4 shows a construction in which there is more space in thevalve-passages. The construction shown in this 1:igure,which representsa modification of my invention, may be employed on engines'already madeand in use by simply making the required changes in the steam chest andits inelosed and connected parts. In this figure the ports b',communieating with the ends of the cylinder, are more tortuous than inthe other forni. With short cut-off and high compression-such as iscommon for full speed with fast trains-the increased space is nodisadvantage. For slower trains the construction shown in Figs. l to 3is preferable.

I attach importance to the fact that the cylinders m m are upright andopen at both ends,

and that the piston-valves PP,carried therein, being of equal weightconnected to equal arms on opposite sides of the balance-shaft R, areexactly balanced, not only as to the pressure of the steam, but also asto the gravity of the parts. I also attach importance to the fact thatthe cylinders m m are mounted within the steam-chest and so conditionedthat live steam has access to their exteriors. This insures that underall conditions, not only after the parts have become properly warmed upbylong use, but also on first. admitting steam to the steam-chest,thecylinders will be heated always to as high a temperature as thepiston-valves, and that the temperature on all sides will be equal. Inconsequence of this the piston-valves may be iitted to work in theirrespective cylinders with any required degree of tightness. 'Ihey may bemade to fit so closely that they may be used successfully withoutpacking and without any risk of ever being expanded by heat to agreater-extent than the cylinders so as to stick fast and endanger thebreaking of the machinery.

Modifications maybe made in the forms and proportions of the partsWithout departing from the principle or sacrificing the advantages ofthe invention. I have shown what I consider thel best for generallocomotive use.

Parts of the invention may be used without the whole. v I can dispensewithl the packing P and with the bridges M.

I can shorten thev arms D R and carry the rod S in an inclined positioninstead of the horizontal one.

I claim as my invention- 1. In a steam or gas engine,vertically-arranged piston-valves having passages therethrough andcylinders therefor inclosed within the steam-chest, with the exterior ofsaid cylinders and the interior of the valves bathed in live steam, andmeans, substantially as described, for operating the said valves, asherein specified.

2. In a steam or gas engine, two pistonvalves, P P, connected toopposite arms, Ron a balance-shaft, It,with means for rocking thelatter, in combination with the two cylinders m m and the steam-chestA', inclosing the latter, as herein specified.

In testimony whereof Ihave hereunto set my hand, at New York city, NewYork, this lst day of December, 1.886, in the presence of twosubscribing witnesses.

'JAMES H. FOGARTY.

Vitnesses:

CHARLES R. SEAELE, M. FREEMAN BoYLE.

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